Car-brake



2 Sheets-Sheet 2. J. WALSH.

GAR BRAKE (No Model.)

110.391,21?. Patented Oct. 16, 1888.

WIM/58858:

ATTH/VEY,

Unire STATES ATENT innen.

JOHN VALSH, OF MANSFIELD, OHIO.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 391,217, dated October 16, 1888.

Application led May 18,1858. Serial No.274,'212. (No model.)

To @ZZ whom t may ccncern:

Be it known that I, JOHN WALSH, of Mansfield, in the county of Richland and State of Ohio, have invented a new and Improved Car- Brake, of which the following is a i'ull, clear, and exact description.

The object oi' the invention is to provide a new and improved car-brake specially intended to apply the brakes automatically when two cars come together for coupling or other purposes.

The invention consists of a lever connected 'with the brake mechanism, and also pivotally connected with a buffer held to slide longitudinally on the under side of the car and engaged by a weighted lever held on the car to be coupled.

The invention also consists of certain parts and details and combinations of the same, as will be fully described hereinafter, and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar letters of reference indicate corresponding parts in all the figures.

Figure l is an inverted plan view of theim provement. Fig. 2 is a sectional side elevation of the same on the line as a; of Fig. 1, and Fig. 3 is a side elevation of a modified form of part of the improvement.

The car A, of any approved construction, is provided with the usual trucks, B, each of which has the wheels C and C', against which operate the brakes D and D', respectively, of which the brake D carries the brake-lever E, connected at its lower end by the rod F with the brake D'. The other end of the brake-lever E is pivotally connected with the rod G, extending along the under side of the car and connected with a lever, H, fulcrumed on the bottom of the car A, said lever being connected at one end to the chain I, connected with the brake-staff J in the usual manner,so that when the latter is turned it applies the brakes or releases them, according to the direction in which the stati" is turned. The other end of the lever H is pivotally connected with the buffer K, held to slide longitudinally on the under side of the car A, extending ashcrt distance to the front of the same and mounted to slide in a suitable bearing, K', secured to the under side of the car A. The outer end of the rod K is provided with a head, K2, adapted to be engaged by the arm L' of a bell-crank-lever, L, having on its other arm, L2, a weight, L3, which holds the bell-crank lever L in such a position that the arm L' extends horizontally and the other arm, L2, vertically, as is plainly shown in Fig. 2. The bell-crank lever L is fulcrunled on a suitable bracket, L, secured to the under side ofthe car-body A.

A rod, N, is pivotally connected with the arm L2 of the bell-crank lever and extends on the under side ofthe car, being connected by a chain, N', with a lever, O, fulcrumcd on the front end of the car; or the said chain N' may be connected with a rod, N2, extending upward on the front end of the car to the top of the same, being held in suitable bearings secured to the end of the car, as is plainly shown in Fig. 3.

rPhe operation is as follows: The car in its normal condition has its brakes D and D' disengaged from the wheels C and C',and the bellcrank lever on one end of the car and the buffer K on the other end of the car are then in the position shown in Figs. l and 2. Now, when this carA is to be coupled with another car and moves toward the same, the arm L' of the bell-crank lever L on the car to be coupled comes in contact with the head KAZ of the buffer K, so that the latter is pushed inward, thereby causing the lever H to swing in the direction of the arrow a', (see Fig. 1,) whereby the brakelever E receives a similar motion and causes the brakes D and D to press their shoes against the car-wheels C and C'. The brakes are thus applied and the car is held in alocked position. The cars can then be coupled without danger to the party operating the carcoupling, and when the cars are pushed forward they are drawn apart sufficiently so that the bell-crank lever L is disengaged from the buffer K, and the latter slackens the brakes D and D', which assume their normal positionthat is, disconnected from the wheels C and C.

Vhen it is now desired to apply the brakes, the engineer or brakeman can operate the rod N2 or the lever O, so as to throw the bellicrank lever L in an inclined position. When the bell-crank lever is in this position, and when the cars come together, the arm L' does not engage thc buffer K and the brake mechanism is not disturbed.

IOO

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- 1. In a car-brake, the combination, with a 5 brake mechanism, of a lever connected with the said bra-ke mechanism, a buffer pivotally connected with the said lever and held to slide longitudinally on the ear-body,and a Weighted bell-crank lever held on the car to be coupled ro and adapted to engage the said buffer, substantially as shown and described.

2. In a car-brake, the combination, with the brake mechanism, of a lever connected with the said brake mechanism, a buffer pivotally connected with the said lever and held to slide I5 longitudinally on the car-body,a Weighted bellcrank lever held on the ear to be coupled and adapted to engage the said buffer, and a rod connected with the said Weighted lever and under the control of the brakenian or engineer, 2o so as tovthrow said bell crank lever out of position, substantially as shown and described.

JOHN WALSH. Witnesses:

H. L. PENN, S. W. CRAIGHEMLY 

